Internal-combustion engine



w. H. MARTYN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. I, 1919.

2 SHEETS-SHEET I.

Patented Oct. 12,1920.

W. H. MARTYN. INTERNAL COMBUSTION ENGINE.

Patented .Oct

APPLICATION FILED FEB-I1 1919. 1,355,615. 12,1920.

2 SHEETSSHEET 2.

5mm] MABUUQJ KBYBYSKBYB JLZZ UNITED STATES PATENT OFFICE.

WILLIAM HENRY MARTYN, 0F TENTERFIELD, NEW SOUTH WALES, AUSTRALIA,

ASSIGNOR TO THOMAS HAMMOND MARTYN,' 0F SYDNEY, NEW SOUTH .WALES,

AUSTRALIA.

IN TERNAL-O OMBUSTION ENGINE.

I Specification of Letters Patent. Pat t d t 2 92 Application filed February 1, 1919. Serial No. 274,480,

To all whom it may concern:

. Be it known that I, IVILLIAM HENR MARTYN, a subject of the King of Great Britain and Ireland, residing at 'Ienterfield, New South IVales, Australia, have invented new and useful Improvements in Internal- Combustion Engines, of which the followin is a specification.

' his invention will generally be used with internal combustion engines operated by gas, particularly producer gas.

The cylinders are arranged in twin pairs, with trunk pistons, the combustion ends of the cylinders being nearest the crank shaft,

the outer ends of the cylinders being used for pumping the contained fluids.

One twin cylinder will inhale air, the other twin cylinder will inhale a suitable combustible fluid, or gas, preferably, producer gas. Each intake will be provided with a suitable check valve to prevent exhalation of the fluid inhaled. i

The combustible fluid or gas will, gen erally, be supplied to the engine through a hollow crank shaft and conveyed thence by a pipe to that part of the combustible fluid or gas cylinder which acts as a pump, in a manner that is well understood.

Each cylinder, will be provided with a transfer passage connecting the pumping part of that cylindercwith the central or combustion part ofthe same cylinder, suitable ports being provided in the wall of the cylinder which will be covered or uncovered by the movements of the trunk piston. I

The pumping part of each cylinder will .be' connected by an oblique pipe with the central or combustion part of the twin cylinder, suitable ports being provided which will be covered or uncovered by the movements of the piston.

The intake of the combustible fluid or gas to the air'pumping cylinder, must be above the intake of air at or near the center of that cylinder, and the intake of air to the combustible fluid or gas pumping'cylinder must be below the intake of combustible gas at or near the center of such cylinder.

But in order that the invention may be properly understood, reference will be made to the accompanying sheets of drawings, in

which Figure I is a front elevation of a pair of twin cylinders, particularly showing the disposition of the oblique pipes whichconnect the pumping part of each cylinder with the central or combustion part of its twin.

Fig. II is avertical section of the combustible fiuidor gas pumping cylinder, the trunk piston being remove p i Fig. III is a transverse section of the sameon the linefA-'A of F ig. II.

Fig. IV is a transverse section on the line 13-3 of Fig. II.

Fig, V is a vertical section of the air pumpmg cylinder, the trunk piston being removed. I V

Fig. VI is atransverse section of the same on the line CC of Fig. V

F ig, VII is a vertical section of the air pumping cylinder, taken. on a line at right angles to that shown in Fig. V.

Fig. VIII is a transverse section of-the tral part at the outer end of the combustion chamber. I

The combustible fluid or gas pumping cylinder 1, is a twin with the air pumping cylinder 2, the combustion ends of the cylin ders being shown at 3, the pumping ends being shown at 4:. The combustion ends of the cylinders are inclosed within waterfj ackets 5, which areadjacent the crank shaft. In the diagram Fig. IX, the ports marked 6 are the air ports, the ports marked 7' are the combustible fluid ports and the ports marked 8 are the exhaust portsj The exhaust 1 ports may be provided with a strengthening bridge, as shown in the drawings, owing to their length, but such bridge is-not absolutely necessary. Each cylinder is provided, near its central part, 2'. e. the outer end of the combustion chamber, with similar ports 6, 7 and 8. i

Each cylinder is provided with a transfer passage wherebythe fluid above the piston may escape when it is compressed by the upward movement of the piston, and the ports connecting with the transfer passages The inlet ports, whether for gas or for air, will be provided with back pressure valves 'which will'automatically close immediately the pistons begin to rise.

On a'piston rising, the fluid or fluids above itwill be'progressivelycompressed and will endeavor to escape through the ports situatednear the outer ends of the cylinders; but,,as the piston, during its upward move j ment, uncoversno p'ort'near the central part of the cylinder, until it approachesthe end of. its outward stroke, the compressed fluids cannot escape from the passages into which they have been forced. WVhen the. piston nears the end of its outward stroke, the ex haust ports will; be the first to be partly uncovered, then, successively,the air ports and the gas ports. There are two series of air ports in the aircylinder 2, viz the ports 11 establishing central communication between the pumpingpart'of' cylinder 2 and the transfer passage 10, 'andtheseries ofports 6 establishing communication between the outer end of thecylinder 2 and the central part of the gas-cylinder l, through the obliquepipe'12, shown in Fig, I.

There are two series of gas ports inthe gas cylinder 1, the ports 13, establishing communication between the pumping part of'cylinder 1 and the transfer passage 9, and the series of ports establishing communication between the outer end of the gas cylinder 1' and the central part of the air cylinder. 2, through the oblique pipe 14, s own in Fig. I. g

The air ports near the outer end of the air cylinder 2 leading into the transfer passage 1Q are marked 11?, and the gas ports near the outer end of the gas cylinder 1,

. leading into. the transfer passage 9, are

marked :13. i I

It will now'be possible to describe the cycle of operations. 'Assuming the pistons to be at the outer endsiof their strokes, z'. e. at a'point the most remote from the crank shaft, the inner movement of apiston will,

in the case of No, [1, or the'gas cylinder, draw a supply of combustible fluid'or. gas,

from any suitable source, intothe cylinder abovel the piston, through the connection 15, that'isprovided with an inwardly opening valve 16. I The piston in the air cylinder 2 will draw a supply of atmospheric airinto the cylinder, above the piston, through the connection 17,; that-is providedwith aninvardly openingcheck valve 18, V

' A piston having completed its inward stroke, Je; reached a point in; the cylinder nearest the crank shaft, the'space above the piston will have been filled, in the case of cylinder No. 1, with the selected combustible fluid or gas, and the space above the piston,

V in the case of cylinder No. 2, will-have been filled with atmospheric air. \(Vhile the pis tons are moving inward toward the crank shaft, they will be compressing a previously admitted charge consisting of a mixture of gas and air, below them, ready for ignition.

'The compressed charge of mixed gas and air will then be fired, forcing the pistons outward and, incidentally, compressing the fluids above them. This will have the effect.

offorcing the compressed fluid, in the case of N0. 1 cylinder, through the ports 13 into the transfer passage 9, and through the ports 7 into the oblique pipe 14. In'the case of No. 2 cylinder, the "compressed airwill be forced through the ports 11 into the transferpassage 10, and through the ports 6-into the oblique pipe 12. The pistons continuing to rise, the exhaust ports. 8 will be first partially uncovered,thus reducing the pressure from below and getting ridof part of the spent charge. 'The air ports 11 will then be uncovered, permitting the com pressed air withinthe transfer passage 10 to escape into the inner, or combustion, end of cylinder 2 and scour that cylinder below-the piston, the excess of compressed scavenging air, with a part of the spent charge, escap ing through the exhaust ports 8. Simultaneously, the air confined within the oblique pipe 12 will enter the central or' combustion part of the gas cylinder 1, with aprecisely analogous effect, viz: scavenging the combustion part of that: cylinder of part of the spent charge.

Dealing now with cylinder 1, the compressed gas above the piston will be forced throughthe ports 13 into the transfer passage 9, and through the ports into the oblique pipe 14; The piston continuing to rise, the exhaust p'orts;8 will be first par tially uncovered, thus getting rid of part of thespent charge, the remainder of the spent charge beingscoured out of cylinderblby the compressed air from cylinder 2 being conveyed to cylinder 1 through the oblique pipe 12, as above explained. The air ports 11(cylinder 2) and 6 (cylinder 1) being below the level of'the gas ports 13 (cylinder 1), the scavenging will take place before the gas can enter either cylinder. The piston continuing to rise, the gas ports 13 (cylin der. 1) and 7 (cylinder 2), will become uncovered, admitting the gas through the ports 13 to below the piston in cylinder 1,'and through the ports 7, by way of the oblique pipe l i, to below the piston in cylinder 2,

thus supplying another charge ready for vided to connect the combustion chambers of the two cylinders together, so that there shall be an equalization of pressure, or, it is possible the charge may be ignited through the connection.

Having now Farticularly described my invention, what claim is 2- An internal combustion engine comprise ing a pair of cylinders having separate and independent firing chambers at one end thereof, one of said cylinders having a gas compression chamber at its other end, the other cylinder having an air compression chamber at its other end, admission means for the gas and air, a port connection be tween the air compression chamber and an intermediate part of both of the cylinders, a port connection between the gas compres sion chamber and an intermediate part of both of the cylinders, exhaust ports at the intermediate parts of the cylinders, and pistons in the cylinders connected for synchronous movement and adapted on the power stroke to uncover the air, gas and exhaust ports.

In testimony whereof I have signed my name to this specification.

WILLIAM HENRY MARTYN. 

